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When such a position error occurs it is important that the aircraft is navigated using raw data until such time as an update can be affected. The position error may have occurred due to either the FMGS misidenting a VOR (new VOR frequency or position change NOTAM but not yet included in FMGS database) or corruption of a VOR signal (e.g. in war zones). Careful checking of NOTAMS will allow the crew to deselect a suspect VOR (FCOM 4.03.20 (Pilot interface - Page Description). Pilots must also be aware of the possibility of aircraft equipment failure.
To update the FMGS position follow the procedure given in FCOM 4.04.30 (How to use).
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS FMGS - POSITION UPDATING - 1.02.29  Page 2 
REV 21  MAY 98 

.
Makes correct decision to update position.

.
Performs an accurate update of FMGS position.

07 - COMMON ERRORS
.
Updating confirmed without check or using NAV display instead of raw data indications.

.
Unintentional updating.

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Unnecessary updating.

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To be able to use the GPS for navigation and non precision approaches.

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To understand the limits on the use of the GPS.

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS GLOBAL POSITIONING SYSTEM  1.02.30  Page 1 
REV 21  MAY 98 

02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
FMGS Freeplay Trainer
DOC references :
.
FCOM 1.34.15 (GPS)

.
FCOM 3.01.22 (Limitations)

.
FCOM 3.02.34 (Abnormal Procedures)

.
FCOM 4.02.20 (Flight Management Principles)

.
FCOM 4.03.20 (MCDU Page Description)

.
FCOM 4.05.70 (Approach)

04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
.
GPS PRIMARY, an operational concept

.
FMGS position calculation

.
MCDU pages associated with GPS

.
GPS overlay approach

SECONDARY

.
GPS deselection

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Check of NOTAMs for satellite availability, prior to flight

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS GLOBAL POSITIONING SYSTEM  1.02.30  Page 2 
REV 21  MAY 98 

The GPS is a satellite based radio navigation aid. GPS PRIMARY is an Airbus term defining an operational concept. It means that adequate GPS accuracy and integrity are provided and that GPS is available as the basis for the FM position. The GPS fitted to the Airbus family of aircraft monitor the integrity of the position information provided, and give indications of when this position information cannot be relied upon.
The position calculated by the twin GPS receivers is added to the IRS calculated position producing a GPIRS position. This is then fed to the FMGCs and a FM position is produced. At take off, even with GPS, the FM position is updated to runway threshold (+ T/O SHIFT if applicable). The FMGCs will use the GPIRS position as the FM position so long as GPS PRIMARY is indicated on the MCDU PROG page.
Reasonableness tests on the GPIRS and IRS positions are carried out and any unreasonable position is disregarded for the purpose of FM position calculation. The table below summarizes how FM position is derived with and without GPS PRIMARY.
FM POSITION 
WITHOUT GPS  WITH GPS 
On ground before T.O.  Mix IRS position  GPIRS 
At T.O.  Runway threshold (+ T/O shift)  GPIRS 
Flight  MIX IRS & Radio Position (tending towards Radio Position)  GPIRS 
Flight without GPS or Radio Position update  MIX IRS position + Last memorized FM position, gradually tending towards IRS position. 
　
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